Car-coupling



(N0 Model.f

- H. LEER & O. VEROH.

GAR GOUPLING.

Patented MM. 1Q1887.

INVENTOR ATTORNEYS.

A'IE FFICE HENRY LEER AND CHARLES VEROH, OF ALBANY, NEW YORK.

CAR-COUPLHNG.

SPECIFICATION' forming part of Letters Patent N0. 358,617, dated March l, 1887..

Appliction filed Outobcr1, 1886. Serial N0, 216,331.

T0 all whom it may concern:

Be ib known that; we, HENRY LEER and CHARLES VERCH, of Albany, in the county 0f Albany and Sbate of New York, hzwe invented a new and Improved Gar-Coupling, ofwhieh the following is a ful], dem, and exacb description.

Our invention relates 130 carcoupiings, und

has for its object to provide a simple, inexpensive, 2md durable coupiing which will aulsoinatieally coup1e two cars as they coine together, and may readily be uneoupled, und may be adjusted ab Will so prevent coupiing, and all without requiring the train-men t0 go between the cars andexpose themseives to ingury.

The invention eonsists in certain novel fea- Eures of construction and combination 0f parts of the car-coupling, all as hereinafter fu11y described and claimed.

Reference is to be had t0 the accompanying drawings, forming a parb 0f this specification, in which similar 1etters 0f reference indicat-e corresponding parts in all the figures.

Figure 1 is a longitudinal vertieal sectional elevation of parb of a car and one of our improved eoupiings attached thereto, and a side elevation 0f part 0f an opposing cancoupling, and in positions just prior t0 coupling the opposing cars. Fig. 2 is a detail sectional ele vation of the forward pa1b of one of the couplings with an ordiary 1ink und pin, indicated in dotted 1ines. Fig. 3 is a plan view of an end part of a Gar, pariy broken away near each side, and with our improved coupiing app1ied thereto. Fig. 4 is a front end view 0f the parts shown in Fig. 3. Fig. 5 is a perspective view of-the coupling draw-head. Fig. 6 is a side elevation of the forward ends of two coupiings in coup1ed condition, and Fig. 7 1's a side view 0f Ehe renewable draft-pin of the coupling.

'lhe draw-head A 0f omcoupiing is supported 130 slide longibudinaily in a strap, B, fixed t0 the ein fra.xne 01 body O, and is arranged with a draw-bar, D, am]. buffer-spring E, in the usual 01 any approved way. The

draw head has an ordinary linkreceiving sockeb, a, and a verticallymanging hole, a, a1- lowing a common 1ink, F, 130 be he1d in the (N0 model.)

socket a by a pin, G, passed into the hole a, and as indicated in doted 1ines in Fig. 2 0f the drawings, and whereby cars having the common link and pin dmw -head 1may be coupled 130 cars provided With our conpling. The forward parb 0f the dimr-head A around the flaringmouth 0f the link-sockeb a is made solid and quite heavy,(see Fig. 2,) t0 suecessfully withstand the shocks of contact in comp- 1ing opposing cars prior t0 the meeting 0f the deadblocks c c of the cars.

In a horizontaiiy-ranging hole of the dmwhead A there is fitted a pin, H, whieh has an inwardly-tapering 0011m, h, fibbing 2b countersink in one side 0f the draw-head aronnd Ehe hole 1311 rough which the pin passes, and ab it-s other end the pin H is flattened at one 0u m0re of its sides, as ab h, and 0n this parb h there is fibted snugiy the back end or eye, z, 0f a; hook, I, which is heid 0n the pin, preferabiiy by a washer, i, anti apin 0r cotter, J, passed through l;he pin H outside f the washer 'Ihe pin H thus Will be heid in the draw-bead so it cann011 move endwise, and will turn as the 1100k is swung down 01 up f0r coupiing 01" uncoupling cars, as presently explained. Ihe couplingpin H is provided outside ofthe c01lar h with a rounded parl: 01 neck, h, wibh which the head of a coupling-hook, I, 01 an opposing car is adaped t0 engage, and the pin H is prefembly provided with a head, h to pre vent lateral displacement of the coupiinghook from the pin.

'Ihe coupling-hook I has ab its back 01 lower end a Shorts arm 01 stem, which, when the hook is mised, as in Fig. l, stands directly behind a push-pin, K, which 1's fitted to slide in a bearing 0r Ing, k, 0n the side of be drawhead, and forces the push-pin 0ut beyond the front face 0f the draw-head in osition so be struck by a lag, L, fixed 130 the side 0f a 1ike opposing draw-head, for throwing the hook I d0wn to engage t-he neck h of the draft-pin H on bhe opposite draw-head f01 automabically eoupling two cars as they corne together. 'lhe v also bas a lug, k, whioh preferably is an upward extension of the trip-pin Ing k, and onto whioh Ing kthe front edge of the lowered hook Irests,and at such time the inwardly slanted or Curved outer face, 15 of the hook Will be held in position to strike the reoeding or inclined outer face of the lug L, and be thereby gnided automatieally up ro and over tl1e neok lf of the adjacent draft-pin H to drop behind the pin for coupling; hence the coupling of two oars provided with our couplings Will be effeoted automatically as the oars eome together, whether tl1e hooks I I of the oars loe both raised or lowered, or wl1ether either one of the hooks I loe raisecl and the other hook be 10W- ered, unless the hooks loe helcl in ra1'sed positions by retaining devi ces, presentl y described, and whichprevent falling ofthe hooks. Should the draft-pin H break off, the l1ooksI will catch onto the lugs L, which will be -1nade strong enough to clraw the cars by until new draftplus can be pnt in plane in t-he draw-heads, which may very readily loe clone.

We form a lateral depression, a", in the side of tl1e draw-head A, just behind the projeoting-neok h of the draft-pin H and the lug L, for the purpose 'of allowing the inner face of the heacl of the coupled hook to rock into said clepression a to prevent lateral strains on tl1e hook as the conpled oars are rounding curves of the track, and also to allow two cars to be couplecl loy the hooks and nnooupled at will as they are standing on a ourve. T0 facilitate these last-described operations, we cnt away 01 round over the inner face of tl1e and bar of the hook I, as shown at t" in the drawmgs.

T0 the hook I, and preferable to a slnackle, m, thereon, there is attaehed one end of a ohai n, M, the other end of which is attached to an arm, N, which is fiXG. to a transverse shaft, O, journaled in bearings 0' o, fixed to the entl of the car-bocly. Tl1e ends 0 0 of the shaft 0 are bent at right angles with the main part of the shaft, and also at a right angle with the projecting arm N on the shaft, whereby on turning either of the crankarn1s 0 0 at either side of the cars the coupling -hooks I will be lifted from the draft-pins H of the opposing draw-heads, to effect the nnconpling of the cars without requiring the train-men to go botween the cars and expose themselves to injury.

T0 hold tl1e eoupling-hooks so tl1at they will not be thrown clown as the cars conne together, and thus prevent coupling of the cars as tl1ey are shunted, or kioked about the yard or on the tracks in making up trains 01 running oars onto sidings, we fit rocls 1? into bearings 1') p 0n the car-looclies, and these rocls eacl1l1ave an arm, p, whiol1 may be moved in front of the hook I by sliding the rocl I? endwlse, and as shown clearly in Figs. 3 and 4 of tl1e drawings. The cars thns will not only eouple automatically when the arms p of the rods P are withdrawn frorn in front of the hooks, and whether the hooks, one or both of them, be raised or lowered, as above described, but the ears may, at Will, be prevented from coupling, as circu1nstaces may require.

It is not essential that the l1ook I be fitted on the pin H to turn Witl1 the pin, as it may be fitted to tnri1 freely on the pin; but the comstruotion sl1own is preferred, as the l1ook then has little or no lateral play, due to the bearings the pin l1as in the draw-heacl, and the hook will operate with certainty to engage the neck of the pin of the opposing draw-head.

Having thus clescribed our invention, what wo clai1n as new, and desire to secure by Letters Patent, is

l. In a car-coupling, the oomloination, witl1 a hook, as I, pivoted to the draw-head and adapted to engage a stud of an opposing drawhead, of a rod, P, having an arm, p, adapted for moVement in front of the hook to holdit raised to prevent coupling of the cars,.substantially as shown and desoribed.

2. In a car-ooupling, a draw-heacl made witl1' a pivoted hook, as I, having a stem, i", a trippin, K, adapted t0 act on the stem z' to automatically lower the hook as tl1e cars come together, a stop-lug, 7.:, limiting tl1e fall of the hook, a stutl, as 7fi, on the opposite side of the draw-head, and an inclined lug, L, next said stud h", and up wl1ich lug the hook of an opposing oar may ride to couple With the stud automatioally, snbstantially as shown and descriloecl.

3. In a oar-conpling provided with a later-. ally-projecting stud, as lf, on its draw-head adapted to be engaged loy a hook on an opposing draw-heacl, said first-named draw-head provided with a lateral depression, a", behind its stud h substantially as clescribed, for the pnrposes set forth.

4. In a car-coupling, the draw-head provided with a laterally projecting stnd, as h", and a lateral depression, a behind said sind, and a hook, I, pivoted at the opposite side of the draw-head and having a rounded inner face, as i, adapted to rock in a lateral depression of a like opposing draw head, substantially as shown and described.

HENRY LEER. CHARLES VERCH. Witnesses:

ISAAC B. BARRETT, MICHAEL BARRY.

IIO 

